CN103386985B - The system controlled for the engine flare during shifting of transmission and equipment - Google Patents
The system controlled for the engine flare during shifting of transmission and equipment Download PDFInfo
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- CN103386985B CN103386985B CN201310164766.9A CN201310164766A CN103386985B CN 103386985 B CN103386985 B CN 103386985B CN 201310164766 A CN201310164766 A CN 201310164766A CN 103386985 B CN103386985 B CN 103386985B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0477—Smoothing ratio shift by suppression of excessive engine flare or turbine racing during shift transition
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
A kind of vehicle, comprises driving engine, motor, change-speed box and at least one controller.At least one controller described exceedes the shifting of transmission of predetermined speed and the curent change of order motor in response to causing engine speed, makes engine speed be reduced to target velocity to avoid engine flare.
Description
This application claims the 61/643rd in submission on May 7th, 2012, the rights and interests of No. 688 U.S. Provisional Applications and require on September 13rd, 2012 submit to the 13/614th, the preceence of No. 013 U. S. application, these two the disclosed full contents of application are contained in this by reference.
Technical field
The disclosure relates to the control to engine flare (engineflare) during shifting of transmission.
Background technology
Vehicle manufacturer is developing motor vehicle driven by mixed power to meet the demand to the higher vehicle of fuel efficiency.The one structure of motor vehicle driven by mixed power can be called as Modular hybrid transmission (MHT) Car design.In so-called MHT vehicle, motor is clipped between traditional automatic step speed changing device and driving engine.Motor is connected to change-speed box impeller or input shaft.Driving engine utilizes cut-off clutch to be optionally separated with change-speed box.Cut-off clutch allows by means of only electrically driven vehicle, under allowing vehicle to be in the hybrid mode utilizing motor and driving engine propelled vehicles, or under the pure engine mode allowing vehicle to be in by means of only explosive motor propelled vehicles.
Utilize driving engine and motor to drive transmission for vehicles along with motor vehicle driven by mixed power has been developed to, most of hybrid power system is interacted by the power-transfer clutch between drive source and change-speed box and change-speed box.Make control mechanism become complicated to the control of the various power-transfer clutchs between drive source and in change-speed box, and distribute the joint of conditioning period along with power-transfer clutch at transmission system medium power and efficiency and driving performance can be made to reduce with being separated.
Summary of the invention
A kind of vehicle comprises driving engine, motor, change-speed box and at least one controller.At least one controller described exceedes the shifting of transmission of predetermined speed and the curent change of order motor in response to causing engine speed, and engine speed is reduced.At least one controller described also can control the current change rate of motor, to control the changing down of engine speed.For transmission up-shift, described predetermined speed can be greater than the product of output shaft speed of transmission gear ratio when upshift starts and change-speed box.For transmission downshifts, the product of the transmission gear ratio at the end of described predetermined speed can be greater than downshift and the output shaft speed of change-speed box.Described vehicle also can comprise and being configured to the power-transfer clutch that combines of driving engine and electromechanics ground.
Method for controlling driving engine comprises: the shifting of transmission exceeding the predetermined speed being greater than target velocity in response to causing engine speed, and the curent change of order motor makes engine speed be reduced to target velocity.Described method also can comprise: the current change rate controlling motor, to control the changing down of engine speed.For transmission up-shift, described target velocity can be approximately equal to the product of output shaft speed of transmission gear ratio when upshift starts and change-speed box.For transmission downshifts, the product of the transmission gear ratio at the end of described target velocity can be approximately equal to downshift and the output shaft speed of change-speed box.
A kind of vehicle comprises driving engine, motor, change-speed box and at least one controller.At least one controller described is greater than the shifting of transmission of the predetermined speed of target velocity and the curent change of order motor in response to causing engine speed to exceed, and makes engine speed return to target velocity.At least one controller described also can control the current change rate of motor, to control the speed that engine speed returns to target velocity.For transmission up-shift, described target velocity can be approximately equal to the product of output shaft speed of transmission gear ratio when upshift starts and change-speed box.For transmission downshifts, the product of the transmission gear ratio at the end of described target velocity can be approximately equal to downshift and the output shaft speed of change-speed box.Described vehicle also can comprise and being configured to the power-transfer clutch that combines of driving engine and electromechanics ground.
Accompanying drawing explanation
Fig. 1 shows the block diagram of Modular hybrid transmission transmission system;
Fig. 2 shows the block diagram of the control algorithm of the Modular hybrid transmission for Fig. 1;
The figure that outburst during Fig. 3 A to Fig. 3 C shows upshift controls;
The figure that outburst during Fig. 4 A to Fig. 4 C shows downshift controls.
Detailed description of the invention
At this, embodiment of the present disclosure is described.It should be understood, however, that disclosed embodiment is only example, other embodiments can take various forms and alternative form.Accompanying drawing may not perspec-tive; Some features may be exaggerated or be minimized, to show the details of specific components.Therefore, the details on concrete 26S Proteasome Structure and Function disclosed herein should not be interpreted as restriction, and is only interpreted as instructing those skilled in the art to use representative basis of the present invention in every way.As one of ordinary skill in the art will appreciate, to illustrate with reference to arbitrary accompanying drawing and the various features that describe can with the integrate features shown in one or more other accompanying drawings, to produce the embodiment clearly not illustrating or describe.The typical apply that is combined into of the feature illustrated provides representative embodiment.But the various combination of the feature consistent with instruction of the present disclosure and modification may be required for embody rule or embodiment.
The moment of torsion transfer stages of gear shift refers to when the torque capacity that the torque capacity being about to the holding element (power-transfer clutch) be separated reduces to be about to the holding element (power-transfer clutch) engaged increases simultaneously.If, then will engine flare be there is in torque capacity desired during the moment of torsion transfer stages of the torque capacity being about to the power-transfer clutch engaged lower than gear shift.For upshift, outburst refers to when engine speed exceedes certain threshold value, this threshold value is greater than the product of gear ratio when output shaft speed and gear shift start, or for downshift, outburst refers to when engine speed exceedes certain threshold value, the product of gear ratio when this threshold value is greater than output shaft speed and shift end.Chaufeur will aware too high engine speed, and it reduce the shift quality felt.
Increase the torque capacity of the power-transfer clutch being about to joint or reduce two kinds of methods that engine torque is process outburst at present.The torque capacity of amendment power-transfer clutch can affect output torque, and this is that chaufeur is easily awared.Quick reduction engine torque needs Ignition Control, and this can affect fuel efficiency and discharge and have other restrictions.The response time that use throttle gate reduces engine torque is long.Therefore, need better method to the outburst during controlling gear shift.
Utilize MHT(Modular hybrid transmission) hardware, if driving engine is just being used to apply driveline torque, then cut-off clutch will by locking during shift event.This means that electro-motor can be used for load (negative torque) to apply on the engine to reduce engine flare.The response of motor is by snap action, and the negative effect do not occurred when using the additive method reducing engine torque, such as, ignition delay.
In the moment of torsion transfer stages of gear shift, control policy monitoring engine speed, and detect in the added value being greater than more than the threshold value of target engine speed.For upshift, target engine speed is the product of output shaft speed and gear shift gear ratio when starting.For downshift, target engine speed be output shaft speed and shift end time the product of gear ratio.Engine flare error condition refers to when the moment of torsion transfer stages engine speed of gear shift exceedes target engine speed and a little threshold value sum.Control policy monitoring engine acceleration and the difference between engine speed and target engine speed.Control policy applies negative motor torsional moment, with by engine speed and Acceleration Control at expected range (profile), thus actual engine speed and target engine speed are matched.
Closed loop control can be used for by the torque adjustment of electro-motor to suitable level, to reduce engine flare.For given motor, the relation be supplied between the electric current of motor and Motor torque is known.This allows control policy order current of electric realize target Motor torque.The difference that closed loop control will reduce between actual engine speed and the target engine speed (expectation value) calculated by speed ratio and output shaft speed.Closed loop control controls current of electric by based on engine acceleration and the difference between engine speed and target engine speed, thus controls Motor torque.
Another solution is except by also applying feedforward Motor torque except closed loop controller application of motor moment of torsion, to offset excessive engine torque better.Relation between electric current and electric motor torque is well-known.Inertia with engine speed acceleration and the quality of assembly are also known.Along with engine speed accelerates, the excessive engine torque making driving engine accelerate to more than target engine speed can be calculated.By suitable electric current being applied to electro-motor to offset this excessive engine torque, described excessive engine torque can be used as feed forward control.Calculated by these, any error that process moment of torsion is estimated by closed loop control.
In moment of torsion transfer stages, the exemplary control policy for electro-motor also can use the simple proportional regulator based on engine speed and engine acceleration.Motor torsional moment can be the function of engine acceleration and engine speed.Driving engine accelerates faster, by more for the negative electric motor torque needed, returns to aspiration level to make engine speed.Once engine acceleration becomes negative, electric motor torque just can control the changing down of engine speed.
In one example, a kind of vehicle comprises driving engine, motor, change-speed box, be configured to driving engine and electromechanics the ground power-transfer clutch that combines and at least one controller, at least one controller described is configured to: in response to the shifting of transmission causing engine speed to exceed predetermined threshold, the curent change of order motor, makes engine speed reduce to avoid engine flare.
Referring now to Fig. 1, show the block diagram of example modular hybrid gearbox (MHT) system 10 for hybrid electric vehicle.MHT system 10 comprises explosive motor 12, cut-off clutch 14, motor 16, tor-con 18 and change-speed box 20.Certainly, other structures are also possible.Driving engine 12 has output shaft 22, and output shaft 22 is connected to the input shaft 24 of motor 16 by cut-off clutch 14 and is separated with input shaft 24.The output shaft 28 of motor 16 is connected to change-speed box 20.
Referring now to Fig. 2, the block diagram of control algorithm describes the step motion control program (asterisk in block represents " being multiplied by ", " TGT " expression " target ") for detection and control engine flare.Gear shift starts (40), determines whether vehicle is in the moment of torsion transfer stages (42) of gear shift.If not, then the electro-motor carrying out standard controls (44).If so, then controller determines whether as upshift (46).If so, then controller calculates target engine speed (48) by speed ratio [gear before] is multiplied by output shaft speed.If not, then controller calculates target engine speed (50) by speed ratio [new gear] is multiplied by output shaft speed.
Then, the comparative result (52) of controller determination engine speed and target engine speed and any threshold value sum.If engine flare (54) detected when gear shift, then controller utilizes engine acceleration and inertia to calculate feedforward motor torsional moment (56), and utilizes the difference of engine speed and target engine speed to calculate as least error to feed back (closed loop) motor torsional moment (58).Then, whether controller determination motor can transmit the moment of torsion (60) (checking the state-of-charge of battery and other operation conditionss of motor) of expectation.If so, then the controller feedforward motor torsional moment that utilizes the information of relation between electric current and motor torsional moment to apply to calculate and closed loop motor torsional moment (62).If not, then controller utilizes electro-motor to apply feedforward moment of torsion as much as possible and closed loop moment of torsion (64), and uses the anti-outburst of standard to control to reduce the outburst (66) of not offset by electro-motor.
The outburst shown during upshifing referring now to Fig. 3 A to Fig. 3 C and Fig. 4 A to Fig. 4 C, Fig. 3 A to Fig. 3 C controls, and the outburst that Fig. 4 A to Fig. 4 C shows during downshifting controls.Fig. 3 A and Fig. 4 A show the actual pressure (or torque capacity) being about to the power-transfer clutch engaged, the pressure (or torque capacity) being about to the power-transfer clutch engaged expected and the pressure (or torque capacity) being about to the power-transfer clutch be separated.The pressure (or torque capacity) being about to the power-transfer clutch engaged expected is the clutch pressure (or torque capacity) for preventing engine flare in the moment of torsion transfer stages of gear shift.Engine torque exceedes the actual torque capacity of power-transfer clutch being about to engage and engine speed will be caused to increase with the actual torque capacity sum of the power-transfer clutch being about to be separated.
Fig. 3 A and Fig. 4 A shows the actual pressure (or torque capacity) being about to the power-transfer clutch engaged lower than the pressure (or torque capacity) being about to the power-transfer clutch engaged expected.Fig. 3 B and Fig. 4 B shows engine speed, outburst threshold value, the product of speed ratio [gear before] with output shaft speed or the product of speed ratio [new gear] and output shaft speed.Fig. 3 B and Fig. 4 B also show and engine speed will be caused at the pressure (or torque capacity) being about to the power-transfer clutch engaged of the moment of torsion transfer stages reality of gear shift to increase lower than the pressure (or torque capacity) being about to the power-transfer clutch engaged expected.Engine speed continues to increase, until reach engine flare detection threshold and the increase of engine speed is confirmed as engine flare.
For the such as upshift shown in Fig. 3 A to Fig. 3 C, target engine speed is the product of output shaft speed and gear shift gear ratio when starting.For the such as downshift shown in Fig. 4 A to Fig. 4 C, target engine speed be output shaft speed and shift end time the product of gear ratio.Fig. 3 C and Fig. 4 C shows for eliminating engine flare and controlling engine speed and acceleration/accel and the electric motor torque applied.Fig. 3 B and Fig. 4 B shows and applies electric motor torque according to engine acceleration, also show the difference between engine speed and target engine speed.When driving engine accelerates fast, electric motor torque will increase.Along with engine speed starts to reduce towards target engine speed, electric motor torque reduces based on the value of engine retard degree and the difference between engine speed and target engine speed.Closed loop control regulate electric motor torque with by engine speed and Acceleration Control at expected range, thus realize target engine speed.Fig. 3 B and Fig. 4 B shows engine flare after applying electric motor torque and eliminates.
Process disclosed herein, method or algorithm can be sent to processing equipment, controller or computing machine/by processing equipment, controller or computing machine realize, described processing equipment, controller or computing machine can comprise any existing programmable electronic control unit or special electronic control unit.Similarly, described process, method or algorithm can be stored as the data and instruction that can be performed by controller or computing machine in a variety of forms, described various ways includes but not limited to for good and all to be stored in non-ly writes storage medium (such as, ROM device) on information and be stored in the information can write on storage medium (such as, floppy disk, tape, CD, ram set and other magnetic medium and optical medium) changeably.Described process, method or algorithm also can be implemented as software executable object.Alternatively, described process, method or algorithm can utilize suitable nextport hardware component NextPort (such as, special IC (ASIC), field programmable gate array (FPGA), state machine, controller or other nextport hardware component NextPorts or device) or the combination of hardware, software and fastener components to be realized in whole or in part.
Although be described above exemplary embodiment, these embodiments are not intended to describe all possible form that claim comprises.The word used in the description is descriptive words and non-limiting word, it should be understood that when not departing from spirit and scope of the present disclosure, can carry out various change.As previously mentioned, the feature of each embodiment can be combined, to form the of the present invention further embodiment not being explicitly described or illustrating.Although each embodiment may be described to the embodiment providing advantage or be better than other embodiments or prior art in the characteristic of one or more expectation, but those of ordinary skill in the art should be realized that, one or more feature or characteristic can be traded off, to realize the total system attribute expected, the total system attribute expected depends on concrete application and embodiment.These attributes can include but not limited to cost, intensity, durability, life cycle cost, marketability, outward appearance, packaging, size, serviceability, weight, manufacturability, easily assembling etc.Therefore, be described as be in one or more characteristic aspect and be not so good as the embodiment of the embodiment of other embodiments or prior art not outside the scope of the present disclosure, and can be supposed to for specific application.
Claims (9)
1., for controlling a method for vehicle motor, comprising:
The predetermined speed of target velocity is caused engine speed to exceed being greater than in response to shifting of transmission, the order of curent change is sent to motor, make engine speed be reduced to described target velocity, described target velocity is calculated by the output shaft speed of transmission gear ratio and change-speed box.
2. the method for claim 1, also comprises: the order sending current change rate to motor, to control the changing down of engine speed.
3., the method for claim 1, wherein for transmission up-shift, described target velocity is approximately equal to the product of output shaft speed of transmission gear ratio when upshift starts and change-speed box.
4. the method for claim 1, wherein for transmission downshifts, the product of the transmission gear ratio at the end of described target velocity is approximately equal to downshift and the output shaft speed of change-speed box.
5. a vehicle, comprising:
Driving engine;
Motor;
Change-speed box; And
At least one controller, be configured to: the predetermined speed causing engine speed to exceed being greater than target velocity in response to shifting of transmission, the order of curent change is sent to motor, make engine speed return to described target velocity, described target velocity is calculated by the output shaft speed of transmission gear ratio and change-speed box.
6. vehicle as claimed in claim 5, wherein, at least one controller described is also configured to: the order sending current change rate to motor, to control the speed that engine speed returns to described target velocity.
7. vehicle as claimed in claim 5, wherein, for transmission up-shift, described target velocity is approximately equal to the product of the output shaft speed of transmission gear ratio when upshift starts and change-speed box.
8. vehicle as claimed in claim 5, wherein, for transmission downshifts, the product of the transmission gear ratio at the end of described target velocity is approximately equal to downshift and the output shaft speed of change-speed box.
9. vehicle as claimed in claim 5, described vehicle also comprises and being configured to the power-transfer clutch that combines of driving engine and electromechanics ground.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201261643688P | 2012-05-07 | 2012-05-07 | |
| US61/643,688 | 2012-05-07 | ||
| US13/614,013 US8870709B2 (en) | 2012-05-07 | 2012-09-13 | System and apparatus for engine flare control during transmission gear shift |
| US13/614,013 | 2012-09-13 |
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| CN103386985A CN103386985A (en) | 2013-11-13 |
| CN103386985B true CN103386985B (en) | 2016-04-13 |
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| CN201310164766.9A Active CN103386985B (en) | 2012-05-07 | 2013-05-07 | The system controlled for the engine flare during shifting of transmission and equipment |
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| Country | Link |
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| US (1) | US8870709B2 (en) |
| CN (1) | CN103386985B (en) |
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| US9421965B2 (en) | 2012-11-29 | 2016-08-23 | Ford Global Technologies, Llc | Method and apparatus for limiting engine torque to protect disconnect clutch in a hybrid vehicle |
| US8911324B2 (en) * | 2012-11-29 | 2014-12-16 | Ford Global Technologies, Llc | Method and apparatus for limiting engine torque to protect disconnect clutch in a hybrid vehicle |
| JP2017519681A (en) | 2014-06-15 | 2017-07-20 | エコモーターズ，インコーポレーテッド | Electronically controlled turbocharger control system and method during automatic shift event of transmission |
| FR3023589B1 (en) | 2014-07-08 | 2016-08-12 | Continental Automotive France | METHOD FOR CONTROLLING A TRAPPING OF AN INTERNAL COMBUSTION ENGINE OF A MOVING VEHICLE WHEN CHANGING GEARBOX RATIO |
| KR101637274B1 (en) * | 2014-11-19 | 2016-07-07 | 현대자동차 주식회사 | Shift control method of automatic transmission and shift control apparatus using the method |
| US9643590B2 (en) * | 2015-04-14 | 2017-05-09 | Ford Global Technologies, Llc | Methods and system for shifting a hybrid vehicle |
| SE540521C2 (en) * | 2015-12-01 | 2018-09-25 | Scania Cv Ab | A method and system for gear shifting in a hybrid powertrain |
| US10196067B2 (en) | 2016-07-21 | 2019-02-05 | Ford Global Technologies, Llc | Method and system for controlling water injection |
| US10059325B2 (en) | 2016-07-21 | 2018-08-28 | Ford Global Technologies, Llc | Method and system for controlling water injection |
| KR102463716B1 (en) * | 2017-12-06 | 2022-11-07 | 현대자동차주식회사 | Controlling method of RPM flare of transmission for hybrid vehicle |
| GB2582551B (en) * | 2019-03-19 | 2021-10-06 | Jaguar Land Rover Ltd | A control module for a vehicle powertrain |
| DE102020214385A1 (en) * | 2020-11-17 | 2022-05-19 | Zf Friedrichshafen Ag | Method and control unit for operating a hybrid vehicle |
| CN114909469B (en) * | 2021-02-07 | 2024-04-16 | 广汽埃安新能源汽车有限公司 | Vehicle upshift control method, device and storage medium |
| KR102568959B1 (en) * | 2021-12-17 | 2023-08-21 | 주식회사 현대케피코 | Method and apparatus for controlling rpm flare of mild hybrid electric vehicle |
| US11932254B1 (en) | 2022-10-31 | 2024-03-19 | Ford Global Technologies, Llc | Powertrain torque control during a transmission shift |
| US11866049B1 (en) * | 2022-11-17 | 2024-01-09 | Ford Global Technologies, Llc | Powertrain torque control during a transmission shift |
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| Publication number | Publication date |
|---|---|
| US20130296117A1 (en) | 2013-11-07 |
| CN103386985A (en) | 2013-11-13 |
| US8870709B2 (en) | 2014-10-28 |
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